DESC:FIELD
The present disclosure relates to the field of mechanical engineering. In particular, the present disclosure relates to the field of internal combustion engines.
BACKGROUND
In conventional internal combustion engines, cooling air is circulated at an operative top portion of a cylinder block, and not at an operative bottom portion of the cylinder block of the engine. Thus, the temperature of the lubricating oil disposed at the operative bottom portion within the cylinder block increases, thereby reducing viscosity of the lubricating oil. Further, in the conventional internal combustion engines, a flywheel and a cooling fan are coupled with each other via a coupling. The coupling adds more weight to the engine, and increases the manufacturing cost of the engine. Furthermore, many conventional internal combustion engines include a mechanical governor used to negate the effects of variation of load on the engine. However, the mechanical governor requires more time to adjust the fuel flow with respect to the variation of the load which results in increased consumption of the fuel.
Therefore, there is felt a need of an internal combustion engine that alleviates abovementioned drawbacks of the conventional engines.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a double cylinder internal combustion engine that has a compact configuration.
Another object of the present disclosure is to provide a double cylinder internal combustion engine that is light in weight.
Yet another object of the present disclosure is to provide a double cylinder internal combustion engine that has high power to weight ratio.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a double cylinder internal combustion engine. The double cylinder internal combustion engine of the present disclosure comprises a housing and at least one cylinder block. The cylinder block is disposed within the housing. The cylinder block has a cooling arrangement for circulating a portion cooling medium at an operative top portion and at an operative bottom portion of the cylinder block.
Further, a first plurality of fins is configured on the operative bottom portion of the cylinder block to facilitate the cooling of oil.
A cowling cover is configured on the housing. Further, a mesh is disposed over the cowling cover, and the mesh is configured to provide ingress protection to the cylinder block. The mesh is further configured to facilitate the flow of the cooling medium therethrough.
A cooling fan is disposed within the cylinder block. A second plurality of fins is configured on an operative front surface of the cooling fan. The second plurality of fins is further configured to direct the partial flow of cooling medium received via the mesh to the operative top portion and the operative bottom portion respectively.
Further, first piston and second piston are disposed within the cylinder block. A crankshaft is connected to the first piston and the second piston via first and second connecting rods. Further, a first offset is configured between the center of the first piston and the center of the crankshaft. A second offset is configured between the center of the second piston and the center of the crankshaft.
In an embodiment, the cylinder block includes an oil intake port configured in the middle of the operative bottom portion of the cylinder block.
Further, the engine of the present disclosure includes a flywheel that is configured at an operative rear surface of the cooling fan.
In an embodiment, the arrangement of the flywheel and the cooling fan is configured such that the amount of cooling medium supplied to the operative bottom portion is in the range of 15 percent to 25 percent of the total amount of cooling medium. In another embodiment, the engine is air cooled, the cooling medium being air.
A third plurality of fins is disposed on an operative outer surface of the cylinder block.
In an embodiment, the first and second offsets are equal and are both 8 mm.
In an embodiment, a camshaft is provided in the engine. Further, a coupling arrangement is configured at one end of the camshaft to couple the engine with an input shaft of a generator, a drive pulley or a pump set.
In another embodiment, the engine comprises an electronic governor. The electronic governor is configured to control the rate of fuel flow with respect to load variation on the engine.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A double cylinder internal combustion engine, of the present disclosure, will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a sectional side view of a double cylinder internal combustion engine;
Figure 2 illustrates a side view of the double cylinder internal combustion engine depicting a cowling cover of Figure 1;
Figure 3 illustrates an isometric view of a flywheel and a cooling fan attached together of the double cylinder internal combustion engine of Figure 1;
Figure 4 illustrates a front view of the flywheel and the cooling fan of Figure 3;
Figure 5 illustrates a front view of a cylinder block of the double cylinder internal combustion engine, of Figure 1;
Figure 6 illustrates a cross sectional view of the double cylinder internal combustion engine depicting a first piston, a second piston and crankshaft arrangement of Figure 1;
Figure 7 illustrates a front view of the cylinder block of Figure 5, depicting an oil intake port;
Figure 8a illustrates an isometric view of drive end of a camshaft of the double cylinder engine, in accordance with an embodiment of the present disclosure;
Figure 8b illustrates an isometric view of drive end of the camshaft of the double cylinder engine, in accordance with another embodiment of the present disclosure;
Figure 8c illustrates an isometric view of drive end of the camshaft of the double cylinder engine, in accordance with yet another embodiment of the present disclosure; and
Figure 9 illustrates an isometric view of an electronic governor of the double cylinder internal combustion engine of Figure 1.
LIST OF REFERRAL NUMERALS
200 – Double cylinder internal combustion engine of the present disclosure
205 – Housing
210 – Cylinder block
210a – First cylinder block
210b – Second cylinder block
212 – Operative top portion of the cylinder block (Cylinder head)
212a – First channel
212b – Second channel
214 – Operative bottom portion of the cylinder block
218 – Arrows depicting direction of air flow
220 – Cowling cover
222 – Mesh
230 – Flywheel
232 – Cooling fan
234 – Second plurality of fins
236 – Third plurality of fins
238a – First piston
238b – Second piston
239a – First connecting rod
239b – Second connecting rod
240 – Crankshaft
242 – Oil intake port
244 – First plurality of fins
250 – Camshaft
252 – First arrangement
254 – Second arrangement
256 – Third arrangement
300 – Electronic governor
302 – Governor block
304 – Governor plate
306 – Fuel rod
308 – Plurality of fuel injection pumps
310 – Fuel rod plug
312 – Return spring
DETAILED DESCRIPTION
The present disclosure envisages a double cylinder internal combustion engine that is compact in configuration and is light in weight. Further, the double cylinder internal combustion engine has high power to weight ratio.
The double cylinder internal combustion engine, of the present disclosure, is now described with reference to Figure 1 through Figure 9.
Figure 1 illustrates a sectional side view of the double cylinder internal combustion engine.
In the double cylinder internal combustion engine (hereinafter referred to as engine) 200, of the present disclosure comprises a housing 205 and at least one cylinder block 210. The at least one cylinder block 210 is disposed within the housing 205. The cylinder block 210 includes a cooling arrangement for circulating a portion of a cooling medium at an operative top portion 212 and at an operative bottom portion 214 of the cylinder block 210. The cooling arrangement facilitates reduction of temperature in the cylinder block 210 (as shown in figure 5). The circulation of the cooling medium facilitates reduction of temperature in the cylinder block 210. To achieve the cooling of the cylinder block 210, the cooling medium is circulated at the operative top portion 212 as well as at the operative bottom portion 214 of the cylinder block 210.
In an embodiment, the engine 200 is air cooled, the cooling medium being air. Further, this cooling arrangement enables the cooling of the oil disposed within the operative bottom portion 214 of the cylinder block 210. The reduction in the temperature of the oil facilitates to maintain optimum viscosity of the oil thereof. The increased viscosity of the oil facilitates better lubrication to the internal parts of the cylinder block 210, thereby improving life thereof. Due to cooling of the oil, the engine 200 can run smoothly for a longer time. The major portion of the cooling medium is supplied to the operative top portion 212 of the cylinder block 210 and the cylinder head for cooling thereof. Remaining portion of the cooling medium is supplied to the operative bottom portion 214 of the cylinder block 210 to cool the oil disposed therewithin. In an embodiment, the oil is lubricating oil.
Further, a first plurality of fins 244 (as shown in figure 7) is configured on the operative bottom portion 214 of the cylinder block 210 to facilitate the cooling of the oil therewithin. The amount of cooling medium required to cool the oil is determined with respect to the required temperature of the oil within the cylinder block 210.
Figure 2 illustrates a side view of the double cylinder internal combustion engine 200 depicting a cowling cover 220 of Figure 1.
The engine 200 includes the cowling cover 220 that is configured on the housing 205. The cowling cover 220 is provided to facilitate inflow of the cooling medium therethrough and direct the same to the cylinder block 210. In an embodiment, the cowling cover 220 facilitates reduction in the pressure drop of air while the cooling medium passes through it before reaching the cylinder block 210. A mesh 222 is disposed over the cowling cover 220. The mesh 222 is configured to provide ingress protection to the cylinder block 210. Further, the mesh 222 is configured to facilitate the flow of the cooling medium in the cylinder block 210. The mesh 222 is configured to direct a partial flow of air to the operative bottom portion 214 of the cylinder block 210 to cool the oil disposed therewithin.
The engine 200, of the present disclosure, comprises a cooling fan 232. Figure 3 illustrates an isometric view of a flywheel 230 and of the double cylinder internal combustion engine 200 of Figure 1. Figure 4 illustrates a front view of the flywheel 230 and the cooling fan 232.
The cooling fan is disposed within the cylinder block 210. In another embodiment, the cooling fan 232 is placed such that it faces the cowling cover 220. A second plurality of fins 234 is configured on an operative front surface of the cooling fan 232. The second plurality of fins 234 facilitates directing the partial flow of the cooling medium to the operative top portion 212 of the cylinder block 210 and the cylinder head, and remaining flow to the operative bottom portion 214 of the cylinder block 210. Further, the cooling fan 232 is covered by the cowling cover 220.
In an embodiment, the flywheel 230 is configured at an operative rear portion of the cooling fan 232. The flywheel 230 and the cooling fan 232 are attached to each other without any coupling therebetween. In an embodiment, the flywheel 230 and the cooling fan 232 are manufactured as a monolithic block by a casting process.
In an embodiment, the arrangement of the flywheel 230 and the cooling fan 232 is configured such that the amount of the cooling medium supplied to the operative bottom portion 214 of the cylinder block 210 is in the range of 15 % to 25 % of the total amount of the cooling medium.
In an exemplary embodiment, about 58% of total cooling medium is supplied to a first channel 212a configured at the operative top portion 212 of the cylinder block 210, and 22% of the cooling medium is supplied to a second channel 212b configured at the operative top portion 212 of the cylinder block 210. About 18% of the cooling medium is supplied to the operative bottom portion 214 of the cylinder block 210.
In an embodiment, the engine 200 of the present disclosure is used in a generator (not shown in figures), wherein an alternator is used to charge a battery of the generator. The rotor (not shown in figures) of the alternator is attached to the flywheel 230 of the engine 200.
Figure 5 illustrates a front view of the cylinder block 210 of the engine 200 of Figure 1. The cylinder block 210 of the engine 200 is provided with a third plurality of fins 236 disposed on an operative outer surface of the cylinder block 210.
In an embodiment, the third plurality of fins 236 has an aerodynamic shape, and is configured to facilitate maximum cooling of the cylinder block 210. Further, the height of the third plurality of fins 236 is adjusted in a way such that the third plurality of fins 236 does not affect the air flow distribution of the cylinder head 212.
In an embodiment, as shown in Figure 6, the engine 200 includes first piston 238a and second piston 238b. The first piston 238a and the second piston 238b are connected to a crankshaft 240. More specifically, the first piston 238a is disposed in a first cylinder block 210a, whereas the second piston 238b is disposed within a second cylinder block 210b. The first piston 238a and the second piston 238b are connected to the crankshaft 240 in V-shaped configuration. The first piston 238a and the crankshaft 240 are coupled to each other via a first connecting rod 239a such that there is a first offset L1 (not exclusively labelled in figures) between the center of the first piston 238a and center of the crankshaft 240. Similarly, the second piston 238b and the crankshaft 240 are coupled to each other via a second connecting rod 239b such that there is a second offset L2 (not exclusively labelled in figures) between the center of the second piston 238b and the center of the crankshaft 240. The first and second offsets L1 and L2, between the pistons 238a, 238b and crankshaft 240 facilitates reduction in the frictional power loss which further results in optimum power generation by the engine 200, and less wear and tear of the pistons and the crankshaft 240.
In an exemplary embodiment, the first offset L1 between the center of the first piston 238a and the center of the crankshaft 240 is 8 mm. Similarly, the second offset L2 between the center of the second piston 238b and the center of the crankshaft 240 is 8 mm. In an embodiment, the first and second offsets L1 and L2 are equal.
In another embodiment, the first piston 238a and the second piston 238b are made of aluminium, and the first connecting rod 239a and the second connecting rod 239b are be made of cast iron.
Figure 7 illustrates a front view of the cylinder block 210 depicting an oil intake port 242. The oil intake port 242 of the engine 200 is configured at the middle portion of the operative bottom portion 214 of the cylinder block 210. The oil intake port 242 is configured to facilitate operation of the engine 200 at inclined level. In an embodiment, the position of the oil intake port 242 is optimized such that the engine 200 operates at an inclination of 25 degrees.
In a preferred embodiment, the total weight of the engine 200 is 90 kg having length as 408 mm, width as 548 mm, and height as 519 mm.
In an embodiment, the engine 200 comprises a cam shaft and a coupling arrangement 252, 254 and 256. The coupling arrangement 252, 254 and 256 is configured at one end of a camshaft 250 of the engine 200 to couple to the engine 200 with an input shaft (not shown in figures) of the generator, a pulley drive or a pump set. Referring to Figure 8a, a first arrangement 252 is configured at one end of the camshaft 250 of the engine 200 so as to couple with the input shaft (not shown in figures) of the generators (not shown in figures). In another embodiment, as shown in Figure 8b, a second arrangement 254, preferably having a pulley, is configured at one end of the camshaft 250 so as to couple the engine 200 with any other application having a pulley drive. In yet another embodiment, as shown in Figure 8C, a third arrangement 256 is configured at one end of the camshaft 250 so as to couple the engine with the pump sets (not shown in figures).
The engine 200, of the present disclosure, further comprises an electronic governor 300 configured to control the rate of fuel flow with respect to the load variation on the engine 200. Figure 9 illustrates an isometric view of the electronic governor 300 of the engine 200. The electronic governor 300 comprises a governor block 302, a governor plate 304, a fuel rod 306, and a plurality of fuel injection pumps 308. The fuel rod 306 is coupled with a sealed fuel rod plug 310 disposed at an operative end thereof via a return spring 312. Further, the fuel rod 306 is connected with the governor plate 304 and with the plurality of fuel injection pumps 308 to control the fuel flow as per the variation of the load on the engine 200. In a condition where the load on the engine 200 increases, the electronic governor 300 activates the plurality of fuel injection pumps 308, thereby increasing supply of fuel to the cylinder block 210. In another condition where the load on the engine 200 decreases, the electronic governor 300 reduces the supply of the fuel to the cylinder block 210. The electronic governor 300 is configured to quickly react against the variation in the load, which ensures better control on the fuel flow supply. The quick functioning of the electronic governor 300 also ensures lesser fuel consumption resulting in more power generation from the engine 200.
In an exemplary embodiment, the engine 200 includes an air intake manifold (not specifically shown in the figures) having a plurality of intake ports. The plurality of the intake ports of the engine 200 are configured to provide maximum swirl to the intake air. The swirling action facilitates homogeneous mixing of the fuel and air within the cylinder block which results in reduction of harmful emissions exhausted from the engine 200.
The engine 200 is light in weight. In an embodiment, the dry weight of the engine 200 is 85 kilograms. Further, the cylinder block 210, the cylinder head, and the air intake manifold of the engine 200 are cast in aluminium alloy to make them light in weight.
The engine 200, of the present disclosure, does not require any mechanical lever for decompressing the fuel air mixture within the cylinder block 210. The engine 200 is provided with an electric start system configured to start the engine 200 without requirement of manual decompression of the fuel-air mixture present within the cylinder block 210.
The engine 200 operates with better durability as compared to the conventional engines. In an exemplary embodiment, the durability of the engine 200 is 10,000 hours.
The engine 200, as disclosed in the present disclosure, has reduced frictional power loss, better cooling, and lesser weight, which results in more power generation with same weight as compared to the conventional internal combustion engines. Therefore, the engine 200, of the present disclosure, has more power to weight ratio.

TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a double cylinder internal combustion engine that:
• has a compact configuration;
• is light in weight; and
• has high power to weight ratio.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully revealed the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A double cylinder internal combustion engine (200) comprising:
a housing (205);
at least one cylinder block (210) disposed within said housing (205);
a cooling arrangement for said at least one cylinder block (210), said cooling arrangement configured to circulate a portion of a cooling medium at an operative top portion (212) and at an operative bottom portion (214) of said cylinder block (210);
a first plurality of fins (244) configured on said operative bottom portion (214) of said cylinder block (210) to facilitate cooling of oil;
a cowling cover (220) configured on said housing (205);
a mesh (222) is disposed over said cowling cover (220), said mesh (222) configured to provide ingress protection to said cylinder block (210), and further configured to facilitate the flow of said cooling medium therethrough;
a cooling fan (232) disposed within said cylinder block (210);
a second plurality of fins (234) configured on an operative front surface of said cooling fan (232) to direct partial flow of cooling medium received via said mesh (222), to said operative top portion (212) and said operative bottom portion (214) respectively of said cylinder block (210);
first piston (238a) and second piston (238b) disposed within said cylinder block (210);
a crankshaft (240) connected to said first and second pistons (238a, 238b) via first and second connecting rods (239a, 239b);
a first offset (L1) configured between the center of said first piston (238a) and the center of said crankshaft (240); and
a second offset (L2) configured between the center of said second piston (238b) and the center of said crankshaft (240).
2. The engine (200) as claimed in claim 1, wherein an oil intake port (242) is configured in the middle of said operative bottom portion (214).
3. The engine (200) as claimed in claim 1, wherein a flywheel (230) is configured at an operative rear portion of said cooling fan (232).
4. The engine (200) as claimed in claim 1, wherein the arrangement of said flywheel (230) and cooling fan (232) is configured such that the amount of cooling medium supplied to said operative bottom portion (214) is in the range of 15 percent to 25 percent of the total amount of cooling medium.
5. The engine (200) as claimed in claim 1, which is air cooled, the cooling medium being air.
6. The engine (200) as claimed in claim 1, wherein a third plurality of fins (236) is disposed on an operative outer surface of said cylinder block (210).
7. The engine (200) as claimed in claim 1, wherein said first and second offsets (L1, L2) are equal and are both 8 mm.
8. The engine (200) as claimed in claim 1, wherein a camshaft (250) is provided in said engine (200) and a coupling arrangement (252, 254, and 256) is configured at one end of said camshaft (250) to couple said engine with an input shaft (not shown in figure) of a generator, a pulley drive or a pump set.
9. The engine (200) as claimed in claim 1, wherein said engine (200) comprises an electronic governor (300) configured to control the rate of fuel flow with respect to load variation on said engine (200).